U.S. patent application number 13/214202 was filed with the patent office on 2011-12-29 for solar or wind powered traffic monitoring device and method.
This patent application is currently assigned to LAWRENCE ANDERSON. Invention is credited to LAWRENCE E. ANDERSON.
Application Number | 20110320112 13/214202 |
Document ID | / |
Family ID | 47601434 |
Filed Date | 2011-12-29 |
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United States Patent
Application |
20110320112 |
Kind Code |
A1 |
ANDERSON; LAWRENCE E. |
December 29, 2011 |
SOLAR OR WIND POWERED TRAFFIC MONITORING DEVICE AND METHOD
Abstract
A system for monitoring the flow of vehicular traffic
comprising: a plurality of detectors that detect the passage of a
vehicle along a predetermined roadway; the detectors being powered
by one of solar or wind power; at least one transmitter for
transmitting the data relating to the passage of a vehicle at a
predetermined point on a roadway; the transmitter being powered by
solar or wind power; and a second receiver for receiving the
transmitted data relating to the passage of a vehicle along a
predetermined roadway for use by a motorist in determining a route
of travel. A method for monitoring the flow of vehicular traffic
for purposes of determining a route of travel for motorists
comprising: determining traffic speed at least one point along a
roadway using a plurality of detectors that detect the passage of a
vehicle; the detectors being powered by one of solar or wind power,
and transmitting the traffic speed using at least one solar powered
transmitter for use by motorists in determining whether or not to
select passage along the roadway containing the at least one point
as a way to navigate through the region.
Inventors: |
ANDERSON; LAWRENCE E.;
(ARLINGTON, VA) |
Assignee: |
ANDERSON; LAWRENCE
ARLINGTON
VA
|
Family ID: |
47601434 |
Appl. No.: |
13/214202 |
Filed: |
August 21, 2011 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13189505 |
Jul 23, 2011 |
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13214202 |
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13155331 |
Jun 7, 2011 |
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13189505 |
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12860876 |
Aug 21, 2010 |
7954977 |
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13155331 |
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12462555 |
Aug 5, 2009 |
7789524 |
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12860876 |
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Current U.S.
Class: |
701/119 |
Current CPC
Class: |
G08G 1/052 20130101;
G08G 1/042 20130101 |
Class at
Publication: |
701/119 |
International
Class: |
G08G 1/00 20060101
G08G001/00; G01C 21/34 20060101 G01C021/34 |
Claims
1. A system for monitoring the flow of vehicular traffic
comprising: a plurality of detectors that detect the passage of a
vehicle along a predetermined roadway; the detectors being powered
by one of solar or wind power; at least one transmitter for
transmitting the data relating to the passage of a vehicle at a
predetermined point on a roadway; the transmitter being powered by
solar or wind power; and a second receiver for receiving the
transmitted data relating to the passage of a vehicle along a
predetermined roadway for use by a motorist in determining a route
of travel.
2. The system of claim 1 wherein the plurality of detectors operate
to detect vehicular speed and are spaced at predetermined intervals
along a roadway.
3. The system of claim 1 wherein the plurality of detectors
comprise radar transmitter/receivers which are spaced apart at
predetermined intervals along a roadway within each section of a
limited access highway so that motorists may exit the limited
access highway based upon the information relayed at an exit
preceding the point in the limited access highway and wherein the
information obtained by the radar transmitter/receivers is relayed
to motorists navigating in the nearby region.
4. The system of claim 1 wherein the at least one transmitter is
operatively connected to a GPS receiver and wherein the data
relating to the passage of a vehicle is used to determine average
traffic speed on a predetermined route and wherein the GPS receiver
determines the suggested route for navigation based upon the
average traffic speeds at the recorded points on a roadway or
roadways.
5. The system of claim 1 wherein the at least one transmitter
transmits at a radio frequency for reception by a motorist in the
vicinity of the transmitter, and wherein the signal strength of the
radio transmission is selected to be localized so that reception is
limited to motorists traveling in the local region.
6. The system of claim 1 wherein the at least one transmitter is
operatively connected to a display for displaying traffic speeds at
points along a roadway.
7. The system of claim 1 further comprising a first processor, the
plurality of detectors being operatively connected to the first
processor, the first processor operating to determine an average
speed for vehicles at a predetermined point in the roadway.
8. The system of claim 7 wherein the first processor is operatively
associated with the at least one transmitter and wherein the at
least one transmitter transmits average speed data to one of a GPS
device, a radio broadcaster system, or a display for vehicles
positioned along the same highway at a position prior to the
predetermined point so that a vehicle approaching the predetermined
point on the given roadway will have an option to take an alternate
route depending upon the data reported.
9. The system of claim 7 wherein the at least one transmitter
transmits to a second receiver which is located at a point remote
from the predetermined point and wherein the second receiver is
operatively connected to a second processor which determines
average traffic speed at intervals along a roadway, the second
processor being operatively connected to one of a GPS system, radio
transmission, or display in the vicinity of the roadway having the
predetermined point thereon.
10. A method for monitoring the flow of vehicular traffic for
purposes of determining a route of travel for motorists comprising:
determining traffic speed at least one point along a roadway using
a plurality of detectors that detect the passage of a vehicle; the
detectors being powered by one of solar or wind power, and
transmitting the traffic speed using at least one solar powered
transmitter for use by motorists in determining whether or not to
select passage along the roadway containing the at least one point
as a way to navigate through the region.
11. The method of claim 10 wherein the plurality of detectors
comprise a plurality of first transmitter receivers spaced at
intervals along a roadway for detecting the speed of a vehicles
passing in the vicinity of the first transmitter receivers.
12. The method of claim 10 wherein the plurality of detectors
comprise a plurality of radar transmitter/receivers and wherein the
radar transmitter/receivers are spaced apart at intervals exceeding
five hundred feet so as to monitor the traffic on a roadway and
wherein the information obtained by the radar transmitter/receivers
is relayed to motorists navigating in the nearby region.
13. The method of claim 10 wherein the at least one solar powered
transmitter is operatively connected to a GPS receiver and wherein
the data relating to the passage of a vehicle is used to determine
average traffic speed on a predetermined route and wherein the GPS
receiver determines the suggested route for navigation based upon
the average traffic speeds at the recorded points on a roadway or
roadways.
14. The method of claim 10 wherein the at least one solar powered
transmitter transmits at a radio frequency for reception by a
motorist in the vicinity of the at least one solar powered
transmitter, and wherein the signal strength of the radio
transmission is selected to be localized so that reception is
limited to motorists traveling in the local region.
15. The method of claim 10 wherein the at least one solar powered
transmitter is operatively connected to a display for displaying
traffic speeds at points along a roadway.
16. The method of claim 10 further comprising a first processor,
the plurality of detectors being operatively connected to the first
processor, the first processor operating to determine an average
speed for vehicles at a predetermined point in the roadway.
17. The method of claim 16 wherein the first processor is
operatively associated with the at least one solar powered
transmitter and wherein the at least one solar powered transmitter
transmits average speed data to one of a GPS device, a radio
broadcaster system, or a display for vehicles positioned along the
same highway at a position prior to the predetermined point so that
a vehicle approaching the predetermined point on the given roadway
will have an option to take an alternate route depending upon the
data reported.
18. The method of claim 10 wherein the at least one solar powered
transmitter transmits to a second receiver which is located at a
point remote from the predetermined point and wherein the second
receiver is operatively connected to a second processor which
determines average traffic speed at intervals along a roadway, the
second processor being operatively connected to one of a GPS
system, radio transmission, or display in the vicinity of the
roadway having the predetermined point thereon.
19. A system for relaying information concerning flow of vehicular
traffic along a roadway for use by persons traveling the roadway
comprising: at least one solar powered transmitter/receiver that
detects the passage of a vehicle; at least one solar powered
transmitter for transmitting the data relating to the passage of a
vehicle at a predetermined point on a roadway for use by motorists
in determining a route of travel.
20. The system of claim 19 further including recording apparatus
for recording information on one of accidents, obstructions,
construction work or hazards for transmission to motorists
operating along the roadway at a point prior to the section of the
roadway that the recorded information concerns.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation-in-part and claims
priority to application Ser. No. 13/189,505, entitled "Traffic
Monitoring Device and Method" filed Jul. 23, 2011 (hereby
incorporated by reference). This application claims priority and is
a continuation in part of U.S. Application No. 13/155331 entitled
Photovoltaic Cell and LED Assembly and Method of Making filed Jun.
7, 2011 (hereby incorporated by reference) which claims priority to
U.S. application Ser. No. 12/860,876 entitled "Electrical Assembly"
filed Aug. 21, 2010 (now U.S. Pat. No. 7,954,977, through which
priority is claimed to U.S. Pat. No. 7,789,524, filed Aug. 5, 2009,
entitled Solar or Wind Powered Light, which issued as a patent on
Sep. 7, 2010.
BACKGROUND OF THE INVENTION
[0002] It is known in the prior art to tune into a radio station
for a periodic traffic report. However, a person is in his or her
car about to enter a congested limited access highway, it is highly
unlikely that a traffic broadcast will be occurring at that time.
Yet when vehicles are slowed down by traffic jams, previously
occurring accidents, or construction work, energy is wasted as
vehicles wait idly for the traffic congestion to clear.
[0003] For most commutes to and from work, people generally travel
the same route every work day. However, whether their commute will
be bumper to bumper traffic or a speedy ride home is largely
unknown. When traffic slows to a stand-still, energy is wasted as
cars and trucks idle unnecessarily. In an age when energy
consumption is a national concern, devices which promote traffic
flow are in large demand.
[0004] Disclosed as TIRTL, the infra-traffic-logger uses infra-red
cones sent from a transmitter to a receiver situated on opposite
sides of the road perpendicular to the flow of traffic. The system
may be problematic in that positioning on the side of the road is
subject to being struck by an out of control motorist or tampering.
Moreover, measurements of one car in one lane with signals being
received across a roadway are subject to interference from other
cars crossing in the path of the signal transmitted by the
TIRTL.
[0005] Positioning on the road side may be an attempt to eliminate
overhead background interference from sunlight, which also contains
infrared emission. Attempts to operate outside of the solar
spectrum have been documented. In an article entitled "Solar-blind
avalanche photodiodes," by Ryan McClintock, et al., Northwestern
University; Quantum Sensing and Nanophotonic Devices III, pros. of
SPIE Vol. 6127, 61271D-7, (2006) (hereby incorporated by
reference), operation at 289 nm within the solar-blind region of
the ultraviolet spectrum is disclosed for a photomultiplier.
According to the article, the solar blind region corresponds to the
strong atmospheric absorption of solar UV at wavelengths less than
290 nm. This creates a natural low background window for detection
of man-made 13V sources.
[0006] By way of background, according to Wikipedia, the Global
Positioning Satellite (GPS) receiver uses the messages it receives
to determine the transit time of each message and computes the
distance to each satellite. These distances along with the
satellites' locations are used with the possible aid of
trilateration, depending on which algorithm is used, to compute the
position of the receiver. This position is then displayed, perhaps
with a moving map display or latitude and longitude; elevation
information may be included. Many GPS units show derived
information such as direction and speed, calculated from position
changes.
[0007] According to Wikipedia, a GPS receiver is able to determine
the times sent and then the satellite positions corresponding to
these times sent. The x, y, and z components of position, and the
time sent, are designated as [x.sub.i, y.sub.i, z.sub.i, t.sub.i]
where the subscript i is the satellite number and has the value 1,
2, 3, or 4. Knowing the indicated time the message was received
t.sub.r, the GPS receiver can compute the transit time of the
message as (t.sub.r-t.sub.i). Assuming the message traveled at the
speed of light, c, the distance traveled or pseudorange, p.sub.i
can be computed as (t.sub.r-t.sub.i)c. A satellite's position and
pseudorange define a sphere, centered on the satellite, with radius
equal to the pseudorange.
[0008] Further according to Wikipedia, with four satellites, the
indicated position of the GPS receiver is at or near the
intersection of the surfaces of four spheres. In the ideal case of
no errors, the GPS receiver would be at a precise intersection of
the four surfaces. The current GPS consists of three major
segments. These are the space segment (SS), a control segment (CS),
and a user segment (U.S.), The U.S. Air Force develops, maintains,
and operates the space and control segments. GPS satellites
broadcast signals from space, and each GPS receiver uses these
signals to calculate its three-dimensional location (latitude,
longitude, and altitude) and the current time. The control segment
is composed of a master control station, an alternate master
control station, and a host of dedicated and shared ground antennas
and monitor stations. The user segment is composed of hundreds of
thousands of U.S. and allied military users of the secure GPS
Precise Positioning Service, and tens of millions of civil,
commercial, and scientific users of the Standard Positioning
Service. The user segment is composed of hundreds of thousands of
U.S. and allied military users of the secure GPS Precise
Positioning Service, and tens of millions of civil, commercial and
scientific users of the Standard Positioning Service. In general,
GPS receivers are composed of an antenna, tuned to the frequencies
transmitted by the satellites, receiver-processors, and a highly
stable clock (often a crystal oscillator). They may also include a
display for providing location and speed information to the
user.
[0009] Wikipedia further discloses vehicle tracking as follows:
[0010] A vehicle tracking system combines the installation of an
electronic device in a vehicle, or fleet of vehicles, with
purpose-designed computer software at least at one operational base
to enable the owner or a third party to track the vehicle's
location, collecting data in the process from the field and deliver
it to the base of operation. Modern vehicle tracking systems
commonly use GPS or GLONASS technology for locating the vehicle,
but other types of automatic vehicle location technology can also
be used. Vehicle information can be viewed on electronic maps via
the Internet or specialized software. Urban public transit
authorities are an increasingly common user of vehicle tracking
systems, particularly in large cities. VETRAC, is a wireless
enabled vehicle tracking system, implemented by Net Research Labs
for Indian urban city scenario.
SUMMARY OF THE PRESENT INVENTION
[0011] Preferred embodiments are directed to a method and/or system
monitoring of traffic. The method and/or system may use set radio
frequencies for localized traffic reporting, Global Positioning
Systems (GPS) and/or traffic signs.
[0012] A preferred embodiment comprises a system for detecting the
flow or speed of traffic on highways using monitors to monitor
vehicular traffic based upon travel of motorists on a predetermined
roadway.
[0013] A preferred embodiment may comprise the apparatus associated
with speed detection or radar to monitor traffic flow. For example,
radio station AM 650 may be devoted to the traffic reporting for a
major highway, such as the north of the Beltway surrounding
Washington D.C. Speed of traffic can be obtained via radar and
relayed by electronic means, such as for example, a radio
transmission indicating speed at mile marker 20 is currently 50
MPH. In the case of an accident or obstruction, radio station AM
650 could report traffic flow below average or average vehicle
speed may be, for example, 5 MPH. A series of monitors may report
speed at various increments along the roadway, such as "traffic
speed 40 MPH at mile marker 20" traffic speed 5 MPH at mile marker
30" "traffic speed 50 MPH at mile marker 40." Thus, one can then
make the determination that there is likely an accident between
mile marker 30 and mile marker 40. Using this information, one can
make the decision to exit the highway at mile marker 20 and return
at mile marker 40, thereby bypassing the slowed traffic. In
addition, vocal message may be left by fellow motorist, local
government employees or police personnel at AM 650. Using such a
technique, the motorist will know the speed of the vehicular
traffic before entering the highway so that an educated decision
can be made whether or not to enter.
[0014] Moreover, since the information broadcasted at a radio
frequency, such as AM 650, is of a local nature, the radio
broadcast may be from a local transmitter of limited range. When in
the area of mile marker 20, the radio broadcast on AM 650 would be
devoted to the area in the vicinity of mile markers 20 to 40. When
in the area of mile markers 40 to 60. AM 650 would contain
information relating to that area. Moreover, for easterly traffic,
a given station may be used while for westerly traffic, AM 670
could be utilized.
[0015] A preferred embodiment may comprise an interconnection with
a GPS system. Depending upon the traffic flow, the GPS system could
be set to route traffic to maximize time of travel. In a case
involving the northern part of the beltway, for example, a route
encompassing the northern part of the beltway may depend on the
flow of traffic on the northern part. As an option, traffic speed
could be monitored at street level and relayed to the satellites
embodying the GPS system or to other satellites. The GPS system
could then incorporate traffic speed when determining routing. As a
further option, individual units in motorist's cars could integrate
the vehicle speed data with GPS data to determine the motorist
route of travel.
[0016] In one preferred embodiment traffic flow could be monitored
using foot print type sensors to detect the front and back tires
striking sensors. A lane could be reserved for cars only and passed
upon the sensor imprint or actuation, speed of the car could be
determined. That is, two sensors spaced a given distance apart
could determine car speed or average car speed.
[0017] A preferred embodiment comprises a system for monitoring the
flow of vehicular traffic comprising at least one first transmitter
receiver that detects the passage of a vehicle; at least one second
transmitter for transmitting the data relating to the passage of a
vehicle at a predetermined point on a roadway for use by motorists
in determining a route of travel. The system may comprise a
plurality of first transmitter receivers (or detectors) spaced at
intervals along a roadway for detecting the speed of a vehicles
passing in the vicinity of the first transmitter receivers. The
transmitter receivers (detectors) may be radar or may operate in
the solar blind region. The transmitter/receivers may be which are
spaced apart at intervals along a highway or roadway, such as for
example, every mile or within each section of a limited access
highway, so that motorists may become aware of traffic conditions
on the road ahead and exit the limited access highway based upon
the information relayed at an exit preceding the point in the
limited access highway. The information obtained by the radar or
solar blind region transmitter/receivers may be relayed to
motorists navigating in the nearby region.
[0018] In a preferred embodiment, optionally the transmitters may
transmit the traffic and vehicle information to a GPS receiver or
receivers so as to enable use of the traffic information in
conjunction with a GPS device. The GPS receiver may then determine
the optimum suggested route for navigation based upon the average
traffic speeds at the recorded points on a roadway or roadways. In
addition, or in the alternative, the transmitter may transmit (or
broadcast) the vehicle speed information and traffic flow data at a
radio frequency for reception by a motorist in the vicinity of the
second transmitter. To accommodate many such stations on a limited
frequency band, the signal strength of the radio transmission may
be selected to be localized so that reception is limited to
motorists traveling in the local region. Accordingly, the same
frequency or similar frequencies could be used at different
locations.
[0019] An additional option is to operatively connect a transmitter
which transmits the traffic monitoring data to a display for
displaying traffic speeds at points along a roadway.
[0020] A preferred embodiment may further comprise a first
processor operatively connected to the transmitter receivers such
that the first processor operates to determine an average speed for
vehicles at a predetermined point in the roadway. The first
processor may be operatively associated with a second transmitter
that transmits average speed data to one or more of GPS device, a
radio broadcaster system, and/or a display for vehicles positioned
along the same highway at a position prior to the predetermined
point so that a vehicle approaching the predetermined point on the
given roadway will have an option to take an alternate route
depending upon the data reported. The second transmitter may
transmit to a second receiver which is located at a point remote
from the predetermined point and wherein the second receiver is
operatively connected to a second processor which determines
average traffic speed at intervals along a roadway, the second
processor being operatively connected to one of a GPS system, radio
transmission, or display in the vicinity of the roadway having the
predetermined point thereon.
[0021] A preferred methodology comprises a method for monitoring
the flow of vehicular traffic for purposes of determining a route
of travel for motorists comprising determining traffic speed at
least one point along a roadway using at least one first
transmitter receiver that detects the passage of a vehicle; and
transmitting the traffic speed using at least one second
transmitter for use by motorists in determining whether or not to
select passage along the roadway containing the at least one point
as a way to navigate through the region.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] These and/or other aspects and advantages of the invention
will become apparent and more readily appreciated from the
following description of the embodiments, taken in conjunction with
the accompanying drawings of which: The drawings of this invention
are illustrative and diagrammatic in nature in order to present the
principles of the invention. They are being provided as examples
without limiting the invention to the specific configuration or
dimensions shown.
[0023] FIG. 1A is a schematic illustration of a preferred
embodiment traffic monitoring system comprising an overhead
transmitter and ground based sensor or reflector.
[0024] FIG. 1B is a schematic illustration of an alternate
preferred embodiment traffic monitoring system comprising a
combined overhead transmitter and sensor 11R/T.
[0025] FIG. 1C is a schematic illustration from an overhead view of
a preferred embodiment traffic monitoring system comprising an
array of overhead receiver/transmitters 11.
[0026] FIG. 2 is a schematic illustration of the preferred
embodiment of FIG. 1 taken along the lines 2-2 of FIG. 1.
[0027] FIG. 3 is a schematic illustration of an alternate preferred
embodiment comprising ground based sensors 12A with roll-over
detector strips 12B.
[0028] FIG. 4 is a schematic illustration of a preferred embodiment
electrical circuitry diagram wherein the sensors 12 are
electrically connected to a processor 13.
[0029] FIG. 5 is a schematic illustration a plurality of traffic
monitoring devices 10 operatively connected to a receiver 14 and
processor 15 for display 16, GPS trip calculation 17 and/or radio
18.
[0030] FIG. 6A is a schematic illustration of a plurality of
traffic monitoring devices 10 using radar transmitters/receivers
operatively connected to a receiver 14 and processor 15 for display
16, GPS trip calculation 17 and/or radio 18.
[0031] FIG. 6B is a schematic drawing of a solar powered radio
transmitter for use with the embodiment of FIGS. 5, 6A, 15A, and/or
16.
[0032] FIG. 6C 22 is a schematic circuit 70A diagram of a preferred
embodiment of the present invention without optional temperature
sensor.
[0033] FIG. 7 is an illustration of an example of a GPS trip
calculation scenario.
[0034] FIG. 8 is another illustration of an example of a GPS trip
calculation scenario.
[0035] FIG. 9 is an illustration diagramming and/or outlining an
example of a radio announcement for a scenario involving traffic on
an arbitrarily selected route I-495.
[0036] FIG. 10 is an illustration depicting a map of an example of
a corridor in which alternate routes are available, including two
limited access highways.
[0037] FIG. 11 is an illustration of a GPS trip calculation
scenario for the area depicted in the map illustration of FIG.
10.
[0038] FIG. 12 is an illustration of a diagram of a radio
announcement sequence for the area depicted in the map illustration
of FIG. 10.
[0039] FIG. 13 is an illustration of the mapped area of FIG. 10
showing possible placement of traffic monitoring devices D/T 10,
which may be the systems of FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5,
and/or FIG. 6.
[0040] FIG. 14 is an illustration depicting the sequencing of
transmissions from the devices D/T 10 of FIG. 13.
[0041] FIG. 15A is a schematic illustration of a preferred
embodiment using transmitter/receivers 11R/T.
[0042] FIG. 15B is an overhead view of FIG. 15A.
[0043] FIG. 16 is a schematic illustration schematic illustration
of a plurality of traffic monitoring devices using
transmitters/receivers operatively connected to a receiver 14 and
processor 15 for display 16, GPS trip calculation 17, cell phone
service and/or radio 18.
[0044] FIG. 17 is an illustration showing a side view of a
preferred embodiment assembly 50A of the present invention
comprising solar panels support 52, LED support 53, central portion
54, cover 55, wind direction detector 57, and motor/generator
59.
[0045] FIG. 18 is an illustration of another preferred embodiment
assembly 50B wherein the vanes 56 are located between the solar
support 52 and LED support 53 to increase cooling.
[0046] FIG. 19 is an illustration showing a cut-away view of the
solar panels 52 and support 53, and vanes 56 of the preferred
embodiment of the present invention shown in FIG. 18.
[0047] FIG. 20 is an illustration from an overhead perspective of
the assembly of FIG. 17 showing the orientation of cover 55
responsive to a wind direction from the right to the left of the
page.
[0048] FIG. 21 is a side view illustration of the preferred
embodiment of FIG. 17 which has the optional capability of tilting
at an angle to gain maximum exposure to the sun.
[0049] FIG. 22 is a schematic circuit 70A diagram of a preferred
embodiment of the present invention with optional temperature
sensor.
[0050] FIG. 23 is a schematic circuit 70B diagram showing the
optional controller with control lines represented by dashed
lines.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0051] The invention now will be described more fully hereinafter
with reference to the accompanying drawings, in which embodiments
of the invention are shown. This invention may, however, be
embodied in many different forms and should not be construed as
limited to the embodiments set forth herein. Rather, these
embodiments are provided so that this disclosure will be thorough
and complete, and will fully convey the scope of the invention to
those skilled in the art. Like reference numerals refer to like
elements throughout the description of the figures.
[0052] It will be understood that when an element is referred to as
being "on" another element, it can be directly on the other element
or intervening elements may be present. In contrast, when an
element is referred to as being "directly on" another element,
there are no intervening elements present. It will be understood
that when an element is referred to as being "connected" or
"coupled" to another element, it can be directly connected or
coupled to the other element or intervening elements may be
present. In contrast, when an element is referred to as being
"directly connected or coupled" to another element, there are no
intervening elements present. Furthermore, "connected" or "coupled"
as used herein may include wirelessly connected or coupled. As used
herein, the term "and/or" includes any and all combinations of one
or more of the associated listed items.
[0053] It will be understood that, although the terms first,
second, etc. may be used herein to describe various elements, these
elements should not be limited by these terms. These terms are only
used to distinguish one element from another. For example, a first
layer could be termed a second layer, and, similarly, a second
layer could be termed a first layer without departing from the
teachings of the disclosure.
[0054] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the invention. As used herein, the singular forms "a", "an" and
"the" are intended to include the plural forms as well, unless the
context clearly indicates otherwise. It will be further understood
that the terms "comprises" and/or "comprising," or "includes"
and/or "including" when used in this specification, specify the
presence of stated features, regions, integers, steps, operations,
elements, and/or components, but do not preclude the presence or
addition of one or more other features, regions, integers, steps,
operations, elements, components, and/or groups thereof.
[0055] Furthermore, relative terms, such as "lower" or "bottom" and
"upper" or "top," "left" or right" may be used herein to describe
one element's relationship to other elements as illustrated in the
Figures. It will be understood that relative terms are intended to
encompass different orientations of the device in addition to the
orientation depicted in the Figures. For example, if the device in
one of the figures were turned over, elements described as being on
the "lower" side of other elements would then be oriented on
"upper" sides of the other elements. The exemplary term "lower",
can therefore, encompass both an orientation of "lower" and
"upper," depending of the particular orientation of the figure.
Similarly, if the device in one of the figures is turned over,
elements described as "below" or "beneath" other elements would
then be oriented "above" the other elements. The exemplary terms
"below" or "beneath" can, therefore, encompass both an orientation
of above and below.
[0056] Unless otherwise defined, all terms (including technical and
scientific terms) used herein have the same meaning as commonly
understood by one of ordinary skill in the art to which this
invention belongs. It will be further understood that terms, such
as those defined in commonly used dictionaries, should be
interpreted as having a meaning that is consistent with their
meaning in the context of the relevant art and the present
disclosure, and will not be interpreted in an idealized or overly
formal sense unless expressly so defined herein.
[0057] Optionally the preferred embodiments may involve Global
Positioning Satellite system usage.
[0058] FIG. 1A is a schematic illustration of a preferred
embodiment traffic monitoring system comprising an overhead
transmitter and ground based sensor or reflector. The transmitter
11 may comprise an electromagnetic wave transmitter which transmits
waves which are blocked or intercepted by a vehicle as the vehicle
passes nearby as shown in FIG. 1A. The transmitter 11 may comprise
a laser which operates in the solar blind region to avoid
interference or confusion with sunlight. The transmitted waves
emitted from transmitter 11 may also be modulated so as to be
distinguishable from other sources of radiated electromagnetic
waves. The reception (or lack of reception) by sensor or reflector
12 will indicate the passage of a vehicle. The traffic lane may be
designated cars only so that the measured vehicles are limited to
cars. Given that cars do not vary greatly in length, a somewhat
accurate speed assessment may be obtained. The sensed data may to
averaged so that an approximate portrayal of traffic speed is
obtained. The sensor 12 may be a photodetector or may reflect light
back to the transmitter 11. The sensors may be mounted at ground
level along the highway. Alternately, the element 12 may comprise a
reflector mounted in the pavement surface. This would facilitate
pavement resurfacing as new reflectors could be repositioned after
pavement resurfacing. The transmitters may be positioned in a
variety of ways including mounted to overpasses on the interstate,
light poles or signs. Alternatively, the transmitters 11 could be
mounted at ground level and the sensors 12 could be mounted to the
signs, over passes or light poles. In order to obtain power for the
electromagnetic transmitters 11, solar or wind power could be used.
A solar panel could be positioned nearby or a wind turbine could be
used to supply electric power. This makes the devices 10
independent of the need to connect them to the local grid and
facilitates location and relocation of the devices to adapt to
situational requirements. For example, if a highway is
restructured, the devices 10 could be dismounted and remounted in a
new location without the necessity of disconnection and
reconnection to the local electrical grid. This is especially
desirable when there is no electrical wiring or 4 source
nearby.
[0059] Inasmuch as it would be undesirable to detect sunlight, the
detector could be limited to light in the solar blind spectrum or
could be modulated to distinguish the detected light from
surrounding sources of electromagnetic radiation.
[0060] FIG. 1B is a schematic illustration of an alternate
preferred embodiment traffic monitoring system comprising a
combined overhead transmitter and sensor 11R/T. The electromagnetic
radiation emitted from the transmitter receiver 11R/T is reflected
by the surface of the vehicle into the transmitter receiver 11R/T.
The radiation emitted from transmitter receiver 11R/T may be such
that is not reflected by the pavement beneath the car. Alternately,
a metal detector may be used, or radar which detects the presence
of metallic elements. As shown in FIG. 1B, for multiple lanes, each
lane may have a transmitter receiver 11R/T. Optionally, the vehicle
speeds for each lane may be averaged and the traffic flow may be
totaled. A combination of the devices 11 may be utilized inasmuch
as the middle lane may rely on a reflective device as shown in FIG.
1B while the inner and outer lanes may utilize detectors as shown
in FIG. 1A. Once again the transmission of electromagnetic
radiation may be in the solar blind region to distinguish it from
solar radiation. The electric power for system operation may come
from a solar or wind power source or may be battery powered or
connected to the electrical grid.
[0061] FIG. 1C is a schematic illustration from an overhead view
point of a preferred embodiment traffic monitoring system
comprising an array of overhead receiver/transmitters 11. The array
may be the transmitters of FIG. 1A or FIG. 1B as each is compatible
for operation with the arrangement depicted in FIG. 1C. As seen in
FIG. 1C as vehicle shown by dotted lines in beneath the array in
the middle lane while a vehicle is approaching in the left lane.
The array may be mounted to an overpass, bridge, walkway, sign or
light pole. Alternately, a structure may be used exclusively for
the positioning of the transmitters 11R/T through a structure
constructed similar to an overhead sign structure. In the case of
radar, a radar transmitter and/or receiver may be positioned at the
side of the roadway.
[0062] FIG. 2 is a schematic illustration of the preferred
embodiment of FIG. 1A taken along the lines 2-2 of FIG. 1. Although
three sensors/reflectors 12 are shown, two, four or more may work.
As the front of the vehicle passes the first sensor 12 (lowermost
in FIG. 12) the time is recorded (T.sub.1). The middle sensor 12
may be used to show continuity, that is when the topmost sensor
detects the presence of the vehicle, detection by the middle sensor
assures that there is a single car involved and not detection of
two vehicles with a space therebetween. As the front of the vehicle
passes the uppermost sensor (as depicted in FIG. 2) the time is
recorded (T.sub.2). Knowing the distance between the sensors (upper
and lower as depicted in FIG. 2, the distance traveled between the
two instances in time (T.sub.2-T.sub.1) can be used to determine
the speed. One the determination is recorded, it can be averaged
with other readings to determine an average for the traffic. The
recording can also be used to record the traffic flow, that is,
each time one vehicle passes the electromagnetic radiation is
blocked by the vehicle followed by a time interval in which the
electromagnetic radiation is not blocked. Each such sequence
(blocked followed by unblocked) represents the passage of a
vehicle. Upon detecting vehicles over a period of time, such as one
minute, the traffic flow per minute can be determined. Moreover,
the traffic flow number is sensitive to recent stoppages or
obstructions of traffic. For example if in the previous mile, two
of the three lanes were obstructed, the speed of the traffic at
this point would logically resume whereas the volume of traffic may
be light due to the previous obstruction inhibiting the flow of
traffic. If the traffic flow at a previous monitoring point was 60
cars per minute and the traffic flow is only five cars per minute
as the present juncture, one might suspect an obstruction of
traffic in the intermediate section of the roadway which would be
cause for avoiding travel on that section.
[0063] FIG. 3 is a schematic illustration of an alternate preferred
embodiment comprising ground based sensors 12A with roll-over
detector strips 12B. Although three strips are shown, two may be
used; or an unlimited plurality such as, for example 4. The strips
12B may be compressible hose which record a signal as the vehicle
tires compress the hose or tubing. Alternately the sections 12B may
be metallic contact strips which complete an electrical circuit as
a car's tires pass over the metal contacts. The detection of
vehicle is substantially the same as the front of the vehicle
passes the lowermost strip the time is recorded (T.sub.1). The
middle sensor 12 may be used to show continuity, that is when the
topmost sensor detects the presence of the vehicle, detection by
the middle sensor assures that there is a single car involved and
not detection of two vehicles with a space therebetween. As the
front tire of the vehicle passes the uppermost sensor (as depicted
in FIG. 3) the time is recorded (T.sub.2). Knowing the distance
between the sensors (upper and lower as depicted in FIG. 2, the
distance traveled between the two instances in time
(T.sub.2-T.sub.1) can be used to determine the speed. Once the
determination is recorded, it can be averaged with other readings
to determine an average for the traffic. The recording can also be
used to record the traffic flow, that is, each time a vehicle
passes over the detector strip, a recording is made.
[0064] FIG. 4 is a schematic illustration of a preferred embodiment
electrical circuitry diagram wherein the sensors 12 are
electrically connected to a processor 13. The electric connection
may be by wire or radio (wireless) type connection. The processor
13 is used to record signals indicating presence or passage of a
vehicle and the speed may or may not be recorded at this point. If
the speed is calculated, the processor in conjunction with a
transmitter may emit a radio signal indicative of vehicular speed,
such as "55 MPH" at the location of the traffic monitoring device
10.
[0065] FIG. 5 is a schematic illustration a plurality of traffic
monitoring devices 10 operatively connected to a receiver 14 and
processor 15 for display 16, GPS trip calculation 17 and/or radio
18. Each traffic monitoring system 10 comprises one or more
transmitters 11, and sensors or reflectors 12. Note that if only
one transmitter is used signals can be transmitted to
sensors/reflectors 12 from one central location or a plurality of
spaced apart transmitters 11 may be utilized, such as for example,
one of which is depicted in FIG. 1. The detected signal may be
combined at a processor, combiner, or controller 13. The processor,
combiner or controller 13 may have associated therewith a
transmitter 13T which transmits a radio signal. The radio signal
may be a time signal such as "traffic is flowing at 55 MPH at
location X." This signal may be directly received by a vehicle
radio receiving the transmitted signal. Or the signal may be such
that a GPS device, such as a Magellan.RTM. or Garmin.RTM., may
detect the signal for further processing as shown in FIG. 7, 8, or
11, for example. In the alternative, the transmitter 13T may send a
signal to a remote receiver 14 operatively connected to a processor
15 which may compute the average speed and/or traffic flow at the
location of the traffic monitoring device(s) 10. The signals may be
combined for display on a highway sign 16 which may be positioned
at the entrance of a limited access highway or along the limited
access highway so that a driver may, for example, exit at mile
marker 10 if the traffic at mile marker 11 is only 5 MPH. The
processor or controller 15 may be operatively connected to a GPS
trip calculator 17 (such as a Magellan.RTM. or Garmin.RTM. in a
motorist's car) which can in turn process the signal to reroute
traffic depending on traffic flow and/or speed. In addition, the
processor 15 may be operatively connected to a radio transmitter
combination 18, 19 which transmits locally over a frequency for
reception by a motorist on the radio of the motorist's car. In the
alternative, the receiver may be directly connected to a radio
transmitter 19 so as to effectively broadcast the traffic speed
and/or the traffic flow volume over the radio network for reception
by a motorist's radio. The transmission by the transmitter may be
used by the GPS device so that calculations will be made on the
motorist's GPS device (e.g., a Magellan.RTM. or Garmin.RTM.)
located in the motorist's car. In conjunction with the system
depicted in FIG. 5, the sensors could be the rollover sensors of
FIG. 3, or any other sensor disclosed herein.
[0066] FIG. 6 is a schematic illustration of a plurality of traffic
monitoring devices 10 using radar transmitters/receivers
operatively connected to a receiver 14 and processor 15 for display
16, GPS trip calculation 17 and/or radio 18. Radar elements 12R
detect vehicles as they pass by. Vehicular speed is relayed or
transmitted by transmitters 13T, which transmits a radio signal.
The radio signal may be a time signal such as "traffic is flowing
at 55 MPH at location X." This signal may be directly received by a
vehicle radio receiving the transmitted signal. Or the signal may
be such that a GPS device, such as a Magellan.RTM. or Garmin.RTM.,
may detect the signal for further processing as shown in FIG. 7, 8,
or 11, for example. In the alternative, the transmitter 13T may
send a signal to a remote or nearby receiver 14 operatively
connected to a processor 15 which may compute the average speed
and/or traffic flow at the location of the traffic monitoring
device(s) 10R. The signals may be combined for display on a highway
sign 16 which may be positioned at the entrance of a limited access
highway or along the limited access highway so that a driver may,
for example, exit at mile marker 10 if the traffic at mile marker
11 is only 5 MPH. The processor or controller 15 may be operatively
connected to a GPS trip calculator 17 (such as a Magellan.RTM. or
Garmin.RTM. in a motorist's car) which can in turn process the
signal to reroute traffic depending on traffic flow and/or speed.
In addition, the processor 15 may be operatively connected to a
radio transmitter combination 18, 19 which transmits locally over a
frequency for reception by a motorist on the radio of the
motorist's car. In the alternative, the receiver may be directly
connected to a radio transmitter 19 so as to effectively broadcast
the traffic speed and/or the traffic flow volume over the radio
network for reception by a motorist's radio. The transmission by
the transmitter may be used by the GPS device so that calculations
will be made on the motorist's GPS device (e.g., a Magellan.RTM. or
Garmin.RTM.) located in the motorist's car. In conjunction with the
system depicted in FIG. 6, the sensors could be the rollover
sensors of FIG. 3, or any other sensor disclosed herein.
[0067] FIG. 7 is an illustration of an example of a GPS trip
calculation scenario. As shown in the table below.
[0068] GPS Trip Calculator Scenario 1
[0069] MAIN ROUTE BYPASS/ALTERNATE ROUTE
[0070] Rte. 495 Mile Marker 9-58 MPH Nicholson Lane at
corresponding stretch 20 MPH
[0071] Rte. 495 Mile Marker 10 55 MPH Nicholson Lane at
corresponding stretch 20 MPH
[0072] Rte. 495 Mile Marker 11 5 MPH Nicholson Lane at
corresponding stretch 45 MPH
[0073] The resulting traffic instructions may be as follows: [0074]
TAKE ROUTE 495 BETWEEN MILE MARKERS 9 AND 10 [0075] EXIT ROUTE 495
TO NICHOLSON AT MILE MARKER 10 [0076] TAKE NICHOLSON LANE TO
DESTINATION
[0077] FIG. 8 is another illustration of an example of a GPS trip
calculation; scenario 2, as shown in the following table:
[0078] GPS Trip Calculator Scenario 3
[0079] MAIN ROUTE BYPASS/ALTERNATE ROUTE
[0080] Rte. 495 Mile Marker 9-5 MPH Nicholson Lane at corresponding
stretch 45 MPH
[0081] Rte. 495 Mile Marker 10 55 MPH Nicholson Lane at
corresponding stretch 20 MPH
[0082] Rte. 495 Mile Marker 11 56 MPH Nicholson Lane at
corresponding stretch 25 MPH
[0083] The resulting traffic instructions may be as follows:
[0084] Take Nicholson Lane between Mile Markers 9 and 10, exit
Nicholson Lane at Mile Marker 10 and take Route 495 to destination.
The above scenarios are fictions and are merely intended to
describe or depict examples of scenarios which may be adaptable to
multiple road conditions and roads throughout the world. The idea
being that as traffic flow varies, traffic may be expeditiously
rerouted to save energy costs and motorists time.
[0085] FIG. 9 is a illustration diagramming and/or outlining an
example of a radio announcement for a scenario involving traffic on
a arbitrarily selected route I-495, as shown in the following
table.
[0086] Radio Announcement for Route 495 East to West
[0087] Traffic on Rte. 495 Mile Marker 9-58 MPH; traffic flow 105
cars per minute
[0088] Radio Announcement for Route 495 East to West
[0089] Traffic on Rte. 495 Mile Marker 9-58 MPH; traffic flow 105
cars per minute
[0090] Traffic on Rte. 495 Mile Marker 10 55 MPH; traffic flow 100
cars per minute
[0091] Traffic on Rte. 495 Mile Marker 11 5 MPH; traffic flow 5
cars per minute
[0092] An automatic computer generated message and/or resulting
traffic instructions may be as follows: For traffic east to west on
Rte 495, exit at or near Mile Marker 10 to avoid traffic slow down
at Mile Marker 11.
[0093] FIG. 10 is an illustration depicting a map of an example of
a corridor in which alternate routes are available, including two
limited access highways. As an example, the map approximates an
area between the cities of Baltimore and Washington and in
particular Interstate 1-95 and the Baltimore Washington Parkway.
Since I-95 has more lanes, it is the preferred route. Both routes
are limited access routes where traffic may become ensnarled
between exits. Signs posted along the highways could alert the
motorists to the then current conditions in the roadway ahead to
allow consideration of an alternate route. Such an alternate route
choice for the thousands of cars using this corridor every day
would result in more efficient energy usage, savings of energy
costs and motorists time. The scenario depicted by the map in FIG.
10 envisions a trip from point A near the Route 495 Beltway
encircling Washington D.C. to a point B near the Route 695 Beltway
encircling Baltimore Md. The points and routes are merely exemplary
to show the benefits of using a preferred embodiment of the
invention.
[0094] FIG. 11 is an illustration of a GPS trip calculation
scenario for the area depicted in the map illustration of FIG. 10;
scenario 5, as shown in the following table:
TABLE-US-00001 GPS TRIP CALCULATOR SCENARIO 3 MAIN ROUTE
BYPASS/ALTERNATE ROUTE Rte. 495 East @ I-95 - 5 MPH Rte I-495 West
@ B-W Parkway - 55 MPH Rte. I-95 @ Route 198 55 MPH B-W Parkway @
198 45 MPH Route 198 east - 45 MPH Route 198 west - 45 MPH Rte.
I-95 @ Route 100 55 MPH B-W Parkway @ Rte. 100 10 MPH Route 100
east - 45 MPH Route 100 west - 5 MPH Rte. I-95 @ Route I-195 55 MPH
B-W Parkway @ Rte. I-195 55 MPH Route I-195 east - 55 MPH Route
I-195 west - 55 MPH Rte. I-95 @ Route I-695 3 MPH B-W Parkway @
Rte. I-695 55 MPH
[0095] Instructions:
[0096] From point A take Route I-495 West to B-W Parkway (55 MPH).
Take Route 32 West to I-95, Take I-95 North to I-195, Take I-195
East to B-W Parkway, Take BW Parkway to I-695 West to point B.
[0097] Using the above, the near stoppages of traffic on I-495 East
and on I-95 at I-695 are avoided; avoiding costly delayed and
increased energy costs. The above scenarios are fictions and are
merely intended to describe or depict examples of scenarios which
may be adaptable to multiple road conditions and roads throughout
the world. The idea being that as traffic flow varies, traffic may
be expeditiously rerouted to save energy costs and motorists
time.
[0098] FIG. 12 is an illustration of a diagram of a radio
announcement sequence for the area depicted in the map illustration
of FIG. 10, as shown in the following table.
TABLE-US-00002 RADIO ANNOUNCEMENT FOR ROUTE 1-95/BW-PARKWAY
CORRIDOR SOUTH TO NORTH TRAFFIC ON ROUTE I-495 E RTE I-495 W @ B-W
PRKWAY - @ I-495 5 MPH 55 MPH TRAFFIC ON ROUTE I-95 N BW-PARKWAY @
198 - 45 MPH @ 198 55 MPH TRAFFIC ON RT-198 EAST - RT-198 WEST - 45
MPH 45 MPH TRAFFIC ON ROUTE I-95 N BW-PKWAY @ RT. 32 - 55 MPH @
RT-32 - 55 MPH TRAFFIC ON RT-32 EAST - RT-32 WEST - 45 MPH 45 MPH
TRAFFIC ON ROUTE I-95 N BW-PKWAY @ RT-100 - 10 MPH @ RT-100 - 55
MPH TRAFFIC ON RT-100 EAST - RT-100 WEST - 5 MPH 45 MPH TRAFFIC ON
ROUTE I-95 BW-PKWAY @ I-195 - 55 MPH @ I-195 - 55 MPH TRAFFIC ON
I-195 EAST - I-195 WEST - 55 MPH 55 MPH TRAFFIC ON ROUTE I-95 N
BW-PKWAY @ I-695 - 55 MPH @ I-695 - 3 MPH TRAFFIC ON I-695 EAST -
I-695 WEST - 55 MPH 55 MPH RADIO ANNOUNCEMENT FOR ROUTE
1-95/BW-PARKWAY CORRIDOR NORTH TO SOUTH TRAFFIC ON I-695 EAST -
I-695 WEST - 55 MPH 55 MPH TRAFFIC ON ROUTE I-95 S BW-PKWAY SOUTH @
I-695 - @ I-695 - 55 MPH 55 MPH TRAFFIC ON ROUTE I-95 BW-PKWAY
SOUTH @ I-195 - @ I-195 - 5 MPH 55 MPH TRAFFIC ON ROUTE I-95
BW-PKWAY SOUTH @ I-195 - @ I-195 - 5 MPH 55 MPH
[0099] FIG. 13 is an illustration of the mapped area of FIG. 10
showing possible placement of traffic monitoring devices D/T 10,
which may be the systems of FIG. 1, FIG. 2, FIG. 3, FIG. 4, FIG. 5,
and/or FIG. 6.
[0100] FIG. 14 is an illustration depicting the sequencing of
transmissions from the devices D/T 10 of FIG. 13. In the example
depicted, each detector/transmitter 10, labeled C through M would
broadcast in a given time slot spaced five seconds apart.
Accordingly, in one methodology a motorist would hear the
individual broadcast as a continuous transmission on the motorist'
radio. As described early, each individual transmission may be made
from the location of the detector transmitter unit 10. Alternately,
both directions in the roadway may be broadcasted as shown in the
lower portion of the FIG. 13.
[0101] FIGS. 15A and 15B (overhead view) depict an additional
preferred embodiment in which the detectors 11R/T may comprise a
plurality of transmitter/receivers which transmit and detect light
in the solar blind region, so that sun light will not interfere
with the detection of vehicles. As seen in FIG. 15A the
transmitter/receiver 11R/T emits light in the solar blind region
which is reflected off of a passing vehicle. Based upon the
distance between the transmitter/receivers 11R/T, one may calculate
the speed of the vehicle (distance/time). It is noted that the
detectors 11R/T must be adjusted to discount reflections from the
pavement or roadway surface. This may be accomplished by modulating
and timing the pulses so the pulses so that only pulses which are
reflected at a distance substantially less than those reflected
from the roadway surface are used in the computation. As show in
FIGS. 15A and 15B, the transmitters/receivers 11R/T may be powered
by a solar panel, or alternatively by wind power. Transmitter
receivers may be connected into and used in conjunction with the
circuitry shown in FIGS. 5, 6A, 6B and/or 16. Likewise, the
circuitry of FIGS. 5, 6A and 6B may be solar or wind powered.
[0102] Shown in FIG. 15B is an overhead view of the embodiment of
FIG. 15A wherein the transmitters/receivers (detector) 11R/T are
arranged under a sign, overpass or lighting support a set distance
apart. The middle transmitters/receivers (detector) is optional.
However, although three are shown, two may suffice or four, five or
six may be used to increase the detection capability and
reliability.
[0103] FIG. 16 is a further description of a preferred embodiment
wherein the concepts may be used in conjunction with the circuitry
shown in FIGS. 5, 6A, and/or 6B. A cell phone application may be
used to display the traffic information on a so-called smart phone.
The smart phone may derive the information from a cellphone
transmitters in which transmitter 13T is capable of generating a
cell phone signal or through processor 15 which may be
interconnected to a cellphone network. As modified the cell phone
could have the capability of displaying traffic speeds in a manner
similar to Display 16. Moreover, transmitters 13T may operate at a
given frequency range, for example 630 AM and be localized so that
only radios in the vicinity can receive the signal. The signals
could be transmitted in a sequencing manner shown in FIG. 14.
[0104] An application, such as a smart phone application, could
receive and display these signals as shown, for example in Display
16. Similarly, the signals could be transmitted to a GPS receiver,
which may then plan routes dependent upon the speed or volume of
vehicular traffic. The signals could be transmitted in a manner
shown in FIG. 14.
[0105] Optionally, the monitors may be traffic cameras from which
data is gathered by a person monitoring the display screen and
relayed by voice over a predetermined radio frequency. Or the radio
station may be composed of members of the public using the highway
to enlighten others as to traffic tie-ups, accidents, and jams.
[0106] An optional configuration would make the processor 15
interconnect with the cellphone or cell phone application. For
example, the processor 15 could send signals via cell phone
frequency wavelengths for reception by a cellphone user.
[0107] In another embodiment, cars using GPS systems are
interacting with the satellites overhead in the sky. Using the
points of interaction and the time of travel between points, the
speed of travel can be determined. This information could be
relayed via the satellite to a ground station which would determine
vehicular speeds based upon average speed data collected on various
highways.
[0108] In accordance with an alternate embodiment, GPS location
data would be used by a company, group of companies, groups of
motorists, or local or national government. The location data would
be provided by GPS position sensors within motor vehicles and relay
to sources which use the GPS position data to determined average
speeds along a roadway.
Solar-Wind Power Source
[0109] FIG. 17 is a side view of a preferred embodiment of the
present invention. The assembly shown in FIG. 17 is a preferred
embodiment assembly 50A comprising solar panel support surface 52S,
support 53, central portion 54, cover 55, wind direction detector
57, and motor/generator 59. It can be readily appreciated by those
of ordinary skill in the art that the solar support surface 52 may
comprise one or a plurality of panels 52S and may take a variety of
forms, such as circles, squares, rectangles or arcuate sections.
The solar panels 52 may range in dimensions from 1 inch by one inch
to two square feet depending on the application, power
requirements, and resources available. The support 53 is shown as a
"disk" but can be any configuration or form and may support a
variety of photo emission devices including emission devices which
emit light in the solar blind region of the spectrum. Support 53
may support LED 3L; which may be a plurality of up to 50 depending
on the intensity desired. However, in the traffic monitoring
application, it is intended that the solar and wind power generated
by the assembly of FIG. 17 be used to power, inter alia,
transmitter/receivers 11-12, 11R/T, and 12R. Moreover, the
selection of transmitter/receivers 11-12, 11R/T, and 12R is
exemplary and any type of light or electromagnetic wave may be used
without departing from the scope of the invention. The function of
the solar support 52 and support 53 may be combined and a single
support may perform both functions. Additionally, the solar support
52 and support 53 as well as solar diodes 52S and electromagnetic
wave emitters may be one integral unit.
[0110] Assembly 50 further comprises vanes 56 mounted on the
support 53. The vanes may be plastic or aluminum or any material
which provides a light weight, durable, rigid construction. The
vanes cause the support 53 to turn in response to the force of the
wind. Wind screen 55 is substantially semicircular in configuration
and shields one side of the support 53 while the other side is
subjected to the wind. Wind screen 55 is rotatably mounted and is
controlled by central vane 57 which responds to wind direction. In
addition, support 53 is operatively attached to central portion 54
so as to rotate as motor/generator 59 turns.
[0111] As shown in FIG. 18, the wind screen covers half of the
vanes 56 so that the force applied by the wind to the vanes cases
them to turn in a single direction. Other configurations which
achieve this result are contemplated within the scope of the
invention. The wind screen is substantially clear so as to allow
the sun rays to penetrate to the solar panels 52.
[0112] Shown in FIG. 19 is a preferred embodiment in which the
vanes 56 are positioned between the solar panels 52 and support 53.
This configuration effectively channels the wind between the solar
panels 52 and support 53. The wind dissipates the heat energy given
off by energy consuming devices, such as LEDs, so as to facilitate
cooling or temperature control. In the absence of wind, the vanes
56 may be turned by motor 59 to facilitate cooling. FIG. 19 further
shows a side view of the LED support 53, photodiodes or solar
panels 52, wind screen or cover 55 and wind directional vane 57,
Wind directional vane 57 operates in a manner similar to a weather
vane in that it points in the wind direction. Wind directional vane
57 may be a variety of configurations The directional vane 57 and
wind screen form an integral unit and are designed so the weight is
evenly distributed each side of the axis of rotation, but the
pointer can move freely on its axis. The area of the directional
vane 57 is distributed so that the side with the larger area is
blown away from the wind direction. The optional directional
pointer may be mounted such that is always on the smaller side. For
the wind direction reading to be accurate, the directional vane
must be located well above the ground and away from buildings,
trees, and other objects which interfere with the true wind
direction. But the same is not necessary for the basic functioning
of the assembly 50B.
[0113] Shown in FIG. 20 is a plan view of a preferred embodiment
energy supplying source for the traffic monitoring system. As shown
in FIG. 20, for a prevailing wind direction from right to left (as
shown in the Figure) the wind direction detector 57 would point to
the left and the cover 5 would cover half of the vanes 56 so that
the support 52 and the support 53 would turn in a counterclockwise
direction on central portion 54. Central portion 54 may be a shaft
which is operatively connected to shaft 61 and motor/generator 59.
Although four vanes (or eight vane segments are shown in FIG. 20,
any number of vanes could be used to enable the wind to propel or
rotate the subassembly.
[0114] FIG. 21 is a schematic side view of a preferred embodiment
energy supplying source for the traffic monitoring system in which
assembly 50C comprises support 53, solar panels 52, cover 55, and
wind direction vane 57. Motor-generator 59 is pivotally mounted by
supports 64. Each of supports 64 are attached to a pivot or shaft
or pivot 65. Shaft or pivot 65 is in turn driven by a motor inside
housing 62 (as described further in U.S. Pat. No. 7,789,524) which
causes the entire assembly 50C to pivot as shown in FIG. 21. As a
result the solar support 52 and elements 52S on the assembly 50C
can track the sun as it rises in the east and sets in the west. For
example, a motor 66 slowly turns the pulley which drives the belt
resulting in the angular disposition of the elements 52S.
[0115] FIG. 22 is a schematic diagram showing a device 69 for
regulating the voltage, controlling the charge into, and/or current
from the battery 63 which also may optionally function as an on/off
switch which prevents overcharging of the battery 63 and/or
effectively removes battery 63 from the circuit 70A. Motor
generator 59 operates to recharge battery 63 when in the generator
mode and when a low battery indicator 73 indicates the need for a
charge. The motor/generator 9 is optional in that the solar diodes
may optionally be the sole means for recharging the battery 63.
Also, when the motor/generator 59 is operating in the circuit 70A,
in cases where the wind is causing the rotation of the vanes 56,
the battery may be bypassed using device 69 to disconnect the
battery from the circuitry entirely. Similarly, a device 69A may
optionally be position in series with the motor/generator 59 to
disconnect it from the circuitry when desired. As a further option,
devices 69 and 69A may be combined into a combined voltage
regulator, charge controller and/or charge level indicator. When
the battery is determined to be low, (from optional low battery
indicator 73 or the function could be incorporated into the power
controller/regulator 69) the contacts 58A, 58B may be positioned
such that the contacts are only intermittently connected to create
a strobe-like effect and/or modulation for the activation of the
elements 11R/T. Similarly, temperature sensor 72 may be operatively
connected to the contacts 58A, 58B shorten the contact duration
through contacts 58A, 58B or optionally may operate to open the
optional switch 66L to prevent over heating of the energy consuming
devices, such as 11-12, 11R/T, 12R, and/or activate motor/generator
59 to rotate the support 53 to create a cooling effect. Moreover,
alternatively the light detector 75 (such as commonly used part
2N3904) may operate to turns the elements 11-12, 11R/T, 12R on and
off at daylight and dusk either by sensing the intensity of light
from the sun and/or environment or by a timer which turns the
elements 11R/T on and off at specified times and also be responsive
to the temperature sensor. Since congested traffic conditions occur
mainly during rush hours or daily commuting times (6:30 AM to 9:30
AM and 3:30 PM to 6:30 PM) the system may be turned off at other
times to conserve energy.
[0116] FIG. 23 is a schematic diagram showing circuitry 70B
comprising an optional controller 71, with control lines
represented by dashed lines. Controller 71 may be a microprocessor,
programmable controller, processor, programmable chip device,
computer, microcomputer, controller or the like. Controller 71 may
receive control signals from the low battery indicator 73 and, in
turn, regulate the contacts 58A, 58B such that the contacts are
only intermittently connected to create a strobe-like effect for
the activation of the energy consuming device, such as elements
11R/T. Similarly, if temperature sensor 72 sends a high temperature
control signal to the controller 71, controller 71 may send control
signals via the control lines to any one of or in tandem open the
optional switch 66L to prevent over heating of the LED, activate
motor/generator 59 to rotate the support 53 to create a cooling
effect, and/or shorten the contact duration through contacts 58A,
58B. Moreover, alternatively controller 71 may have a light
detector which turns traffic detectors 11R/T (as shown in FIGS.
1-7) on and off at daylight and dusk either by sensing the
intensity of light from the sun and/or environment or by a timer
which turns the energy consuming device on and off at specified
times. Moreover the controller 71 may be a programmable controller
includes a feedback routine for measuring the intensities of the
energy consuming device and using the actual intensities as
feedback. Optionally, the controller may cause the energy consuming
device to be supplied with approximately 50% of said maximum
current capacity or some fraction thereof to either conserve power
or reduce the temperature of the energy consuming device.
Optionally, the programmable controller may operate to adjust the
intensity, with the programmable controller including an intensity
compensation routine for adjusting the intensity of the energy
consuming device, based on the intensity as detected by feedback
means.
[0117] As used herein, the transmitter/receivers 11-12, 11R/T, 12R
are interchangeable in that they are all detectors. The terminology
detectors in the following claims refer to these
transmitter/receivers as well as similarly functioning
detectors.
[0118] As used herein the geographical orientation means the
vehicle orientation in terms of traveling north, east, west or
south or combinations thereof.
[0119] As used herein the terminology "idly" means at a slow speed
or out of gear (neutral).
[0120] As used herein the terminology "processor" or "controller"
as used herein may be a microprocessor, computer, programmable
controller, programmable chip, multiprocessor, personal computer,
CPU, coprocessor, central processor, or the like.
[0121] As used herein the terminology "external" means external to
the vehicle.
[0122] Embodiments of the present invention are described herein
are schematic illustrations of idealized embodiments of the present
invention. As such, variations from the shapes of the illustrations
as a result, for example, of manufacturing techniques and/or
tolerances, are to be expected. The embodiments of the present
invention should not be construed as limited to the particular
shapes of displays illustrated herein but are to include deviations
in shapes that result, for example, from manufacturing. The regions
(or display areas) illustrated in the figures are schematic in
nature and their shapes are not intended to illustrate the precise
shape of a region and are not intended to limit the scope of the
present invention.
[0123] As used herein, the terminology "transmitter receiver" or
"transmitter-receiver" means an assembly or combination of
assemblies which receive and transmit electromagnetic signals.
[0124] As used herein, the terminology "roadway" means street,
road, highway, expressway, freeway or the equivalent.
[0125] Although a few exemplary embodiments of the present
invention have been shown and described, it would be appreciated by
those skilled in the art that changes may be made in these
embodiments, without departing from the principles and spirit of
the invention, the scope of which is defined in the claims and
their equivalents.
* * * * *